Uncoupling-shaft locking device



Oct. 21. 1924. 1,512,184

F. E. RUSSELL ET AL UNCOUPLING SHAFT LOCKING DEVICE Filed June 2, 1924Patented Oct. 21, 1924.

UNITED STATES 1,512,184 PATENT OFFICE.

FRANK E. RUSSELL, O'F ALAMEDA, AND JAMES J. JORDAN, OT OAKLAND,CALIFORNIA.

UNCOUPLINGSHAFT LOCKING DEVICE.

Application filed June 2, 1924. Serial No. 717,251.

To all whom it may concern:

Be it known thatrwe. FRANK E. RUSSELL and Janns J. JORDAN. citizens ofthe United States, residing the said RUssnLL at Alameda, county ofAlameda, and State of California, and the said JORDAN at Oakland, countyof Alameda, and State of California, have invented certain new anduseful Improvements in 'Uncoupling-Shaft Locking Devices, of which thefollowing is a specification.

Our invention relates. in general, to automatic car-couplers, and, inparticular, to couplers located on the front and rear ends oflocomotives used in yard or switching service; or on locomotivesgenerally, as well as on Various kinds of railroad cars.

Our invention consists in a novel device for positively and securelylocking the couplers in open position said device being independent ofthe customary uncoupling arrangement, and adapted to permit theuncoupling efi'ect by means either of such customary arrangement or ofsaid locking device.

By our invention further objects are attained, such, for example, asstarting a car or train of cars by pushing them with the locomotive,then stopping the locomotive, and letting them proceed under their ownmomentum. Also removing the necessity of a person remainingon thelocomotive footboard and uncoupling the car While in motion, therebyobviating the danger of accident due to the person slipping from thefootboard.

The nature of our invention and its mode of operation will now be fullydescribed by reference to the accompanying drawings, illustrating itspreferred form, it being understood that changes may be made in form anddetails without departing from the spirit of the invention as defined bythe claims appended hereto.

ln the drawings, Fig. 1 is a side elevation of an automatic couplerhaving our locking device applied thereto.

Fig. 2 is a top plan of the same.

Fig. 3 is a top plan showing a slight modi fication in our lockingdevice.

Fig. 4 is a view showing the uncoupling lever of the regular equipmentwhen made in one piece.

1 indicates the body of the couplermember which is to be attached to thelocomotive, by, means of the body shank 3, and the Coupler pocket 2secured to the bumper beam 4".

6 indicates the body ofthe coupler member which is to be attached to\ acaboose or other form of car, by means of the shank 5 and strikingcasting 7 secured to the framework of the car. 1 t

8 is the lifter bar, 'e end of which passes through a hole in the racket9, the hole being of sufficient diameter to permit a vertical movementof the lifter bar from its normal position when not in use as shown bythe dotted lines in Fig. 1, to its locked position when in use as shownby the full lines. A pin 10, Figs. 2 and 3. prevents the lockin bar fromsliding lengthwise. The free end of the lifting bar is attached to thetop of the Coupler lock lift 11, Fig. 1, by means of the clevis 12 andpin 13.

A detailed description of the operation involving the uncouplin of theautomatic coupler attached to the locomotive by means of the uncouplinglever which is part of the regular equipment of the locomotive, or bymeans of our locking device, is asfollows:

Referring first to the use and operation of the regular equipment, thelocomotive is uncoupled from the caboose or other style of car byraising either handle 14 or handle 15, Fig. 2, located on opposite sidesof the locomotive, from the position shown in dotted outline, Figure 1,to the position shown in solid outline, said handles forming parts ofuncoupling shafts or levers 17 and 16 which are supported by brackets18, 19, 20 and 21 attached to bumper beam 4, said uncoupling leversbeing prevented from moving laterally by collars 22 and 23. If thecentral part of the uncoupling lever is made in one piece as shown at 24(Fig. 4) the raising of either uncoupling lever handle 14 or 15 willalso cause the opposite handle to be raised. Raising either uncouplinglever handle in turn raises lock lift 11 thus unlocking coupler knuckle27 which is pivoted to locomotive coupler body 1 by means of pin 28 andpermits the knuckle to assume an open position when the couplersseparate. Knuckle 29 which is pivoted to caboose coupling body 6 bymeans of pin 30 remains in the docked or closed position during thisoperation.

Our locking device which may be used in conjunction with the uncouplinglever or shaft' formed in two parts 25 and 26, (Figure 2) or in one part24 (Figure 4) is shown in the locked position in heavy outline (Figures.2 and 3). Referring to Figure 2, the

locking device consists of a rod or shaft formed as shown. The ends ofthe rod are bent at right angles forming handles 31 and 32. The centralpart 1; is off et or cranked at 34 and 35 outside of the uncouplinglever parts 38 and 39. The locking device is held in position by straps36 and 37 attached to bumper beam 4. These st raps also serve to preventexcessive lateral motion of the locking device. Referring to Figure I),the locking device slightly modified, has offsets 4 and 41 locatedbetween uncoupling lever parts 38 and 39.

To release the locomotive coupler knuckle- 27, handle 14 or 15 of theuncoupling lever is raised which raises lifter bar 8. releasin saidcoupler knuckle as previously described? The lifter bar may now belocked in this position by throwing either locking device handle 31 or32 from the position shown in dotted outline to the position shown infull outline, Fig. 2, thus preventing the lifter rod 8 from loweringlock lift I'l/and from allowing the coupler knuckle/to lock and coupleup with another coupler; or either locking device handle 31 or 32 mayfirst he thrown in the locked positiomihus raising the uncoupling leverparts lifter bar, etc.. and retaining same in the manner described. Vhenthe locking device is not in use the uncoupling lever or its independentaction is not disturbed.

Referring to Fig. 3, it is apparent that offsets 4t) and 41 of ourmodified locking de vice clear the uncoupling shaft parts 38 and 21!!when said locking device is operated from its position when out of useto the position it occupies when in u e; and it is also apparent thatthis operation raises lifter rod 8, releases coupler knuckle i2? andlocks said lifter rod in the knuckle release position. hen the lockingdevice is not in use. the uncoupling lcver or its independent action isnot di-turhed.

We claim:

1. In (UH'lhllldtlUll with the coupler knuckle of an automatic couplerand its lock lift, lifting har. and ui'icoupling shaft, a supplenientarvrocking crank shaft independentlv aFsociatetl with said lifting lltlland uncon pling Slltlft and adapted to lock said lifting bar in elevatedposition.

2. In combination with the coupler knu kle of an automatic coupler andits lock lift, lifting bar. and uncoupling crank shaft; a so iplcmentaryrocking shaft positioned he low and independent of the uncouplingcrankshaft, said supplementaiw shaft having a crank portion adapted to lockthe lifting bar in elevated position.

In testimony whereof we have signed our names to this specification.

FRAXn E. RUSSELL. JAMES J. JORDAN.

